Archive for January, 2017
Toyota Ups The Safety For Corolla.
Toyota has further boosted the safety technology for its Corolla hatch with three new leading-edge technologies available across the range.
The package – pre-collision safety system with forward collision warning and autonomous emergency braking, lane departure alert and automatic high beam – is now standard equipment on the top-of-the range $30,0201 ZR hatch.
The pre-collision safety system, autonomous emergency braking, lane departure alert and automatic high beam are driver assist features only and should not be used as a substitute for safe driving practices. The driver remains responsible at all times for safe driving.
Designed to help the driver prevent or mitigate collisions in a wide range of traffic situations, this package is also available as a $7501 option on the other hatch grades, Ascent, Ascent Sport, SX and Hybrid.
The arrival of advanced safety features bring the Corolla hatch into line with its sedan sibling, which benefited from a recently introduced upgrade.
Corolla, which celebrates 50 years on the Australian market in 2017, has been Australia’s best-selling passenger car for the past four years and is the world’s best-selling nameplate.
Toyota’s pre-collision safety system relies on a windscreen-mounted camera and LIDAR (light detection and ranging) sensor to identify and calculate the distance to vehicles ahead.
When it detects an impact risk, it triggers audible and visual warnings and primes the brakes for extra stopping force. If the driver doesn’t take action, the system initiates autonomous emergency braking2 to reduce the vehicle’s closing speed.
Lane departure alert also uses the camera and LIDAR sensor to identify lane markings and trigger warnings. The system alerts the driver if the car begins to deviate from its lane without the turn signal being operated. LDA-equipped vehicles have a specific function button on the steering wheel.
Automatic high beam for the headlights detects when there is on-coming traffic or vehicles ahead and automatically switches between high and low beam for maximum illumination and vision in night-time driving.
Standard safety features across the Corolla Hatch range include seven airbags, whiplash-injury lessening front seats, vehicle stability and traction control, electronic brake-force distribution, brake assist and reversing camera.
Corolla hatches are offered with a petrol engine and the choice of six-speed manual gearbox or seven-speed sequential-shift continuously variable transmission (CVT), and as a petrol-electric hybrid with all-gear CVT.
Ascent and Ascent Sport grades are offered with both transmissions; SX and ZR has the automatic CVT exclusively. The manual SX grade has been discontinued.
Petrol hatch offers 103kW of power and 173Nm of torque from its 1.8-litre dual VVT-i engine, with combined-cycle fuel economy of 6.1 litres/100km3 for CVT models and 6.7 litres/100km3 for manual models.
Corolla Hybrid has maximum combined output from its two power sources of 100kW and combined-cycle economy of 4.1 litres/100km. Naturally, these figures will depend on your driving style and depends on driving conditions.
The Corolla hatch range is covered by Toyota Service Advantage capped-price servicing at $140 per service. This is the maximum payable for standard scheduled logbook servicing (normal operating conditions) until first of 3 years or 60,000km (whichever occurs first) (up to the first 6 services). Excludes Government & Rental vehicles. Contact your Toyota Dealer or go to toyota.com.au/advantage for other exclusions, eligibility and full details.
COROLLA HATCH PRICES (Not including government and deal charges, are manufacturer’s list price)
Ascent (manual): $20,190
Ascent Sport (manual): $21,210
SX (CVT): $26,000
ZR (CVT): $30,020
Options:
CVT (Ascent, Ascent Sport): $2,040
Safety pack (all except ZR): $750
Satellite navigation (Ascent Sport): $1,000
Panoramic roof (ZR): $1,530
Premium paint: $450
(With thanks to Toyota)
2017 Holden Colorado LTZ: A Private Fleet Car Review.
As Holden, the Australian arm of global giant General Motors, winds down in respect to local manufacturing, there’ll be a simultaneous increase in the vehicles being sourced from outside the island continent. The Colorado, a name with a definitive nod to the Americas, is and has been for some years, one of those vehicles. There’s a three model range, built around the cab chassis, space cab and crew cab, with various trim levels and a mix of two and four wheel drive.
We normally spends a week with a car, however due to the Christmas break for 2016, had the Holden Colorado LTZ with 2.8L Duramax diesel for just under three. This included a return trip to the cheese capital of south eastern Australia, Bega, via both the coastal and inland routes.
Immediately noticeable is the sheer size of the Colorado; at five point three metres long, it offers plenty of leg room for humans in both front and rear cabin sections (1072 mm front, 872 mm in the rear) thanks to a huge 3096 mm wheelbase and 1800 mm overall height, enough shoulder room for three adults in reasonable comfort in the rear with 1472 mm, and a good sized tray complete with a simple to operate tonneau cover. The test car was coated in dirt and scratch highlighting metallic black.
A redesigned front end graces the 2017 spec models, removing the droopy eye look that tied the Colorado to the Malibu and, to a lesser extent, the Commodore. A smaller headlight cluster raises the nose visually, with the heavier two bar grille also replaced with a simpler, slimmer, and more elegant design. Slimline LED daytime running lights complete the picture. From the rear and in profile, there’s little to differentiate between this and the previous, excepting the sensors front and rear.
Inside, it’s a mix of standard Holden switchgear, reasonably comfortable seats (the powered fronts could use more side support and can be optioned for heating in the LTZ but, stupidly, not cooling), some questionable locations for a couple of essential pull tabs, an eight inch MyLink touchscreen (models below have seven inches) of good design with Android and Apple Carplay, a multifunction monochrome driver’s display, and, surprisingly, a forward collision alert system. Holden’s website says there’s DAB fitted as well. Rear seat passengers get their own 12V socket and you can count on Bluetooth streaming for sounds. There’s even pressure equalising windows, in that they drop automatically when you open the door and raise by themselves when closing.
Up front is the Isuzu sourced 2.8 litre Duramax diesel, coupled to a wide ratio six speed auto and electronic four wheel drive system. That’s operated via a centre console mounted dial. When bolted to the auto, there’s a peak torque figure of 500. That’s reduced to 440 Nm when the six speed manual is added in and both figures come in at just 2000 rpm. Peak power is a healthy 147 kilowatts and that’s at 3600 revs.
After something close to 1700 kilometres of driving, the economy was 8.8 litres of dinosaur juice being consumed for every 100 kilometres covered, with Holden quoting one litre below that for the combined cycle from the 76 litre tank. That’s some good figures to look at, given the 2100+ kg weight of the LTZ before you insert people and cargo.
The engine itself, in highway cruise mode, was barely audible, with a light throttle bringing in a light chatter. Under acceleration from stand still, or for overtaking, then that chatter became a cacophony. Those wide ratios don’t make for easy overtaking quickly, with the long sweeping or straight country highway sections needing a fair measure of forward planning. If you’re towing (up to 3500 kilos) or have loaded the tray (1000 kilograms), you can expect more load noise and, naturally, a higher consumption figure
Adding to the occasional pucker factor of passing was the lack of real brake feel. There’s discs up front, drums at the rear, and a pedal that failed to instill confidence due to the lack of bite and comparative need for long travel. The all surface tyres, with a high sidewall, were grippy enough on dry tarmac and wet river sand, but also didn’t feel confident on wet tarmac, particularly in one emergency stop situation.
The Colorado was taken through a short stretch of river to test both the four wheel drive and the wading depth capability of 600 mm. With a simple wrist flick, the dial is moved from 2WD to 4WD, and it’s noticeable in the drive train immediately. Eased into the softer shore sand than then gently but consistently run, the two combined to cover the twenty or so metres easily, with the 28 and 22 degree approach and departure angles allowing ease of entry and exit.
Match this up against a vastly improved ride quality, however, and the Colorado delights. Gone is the twitchy, jiggly ride, replaced by a firmer yet still compliant handling package, thanks to re-rated leaf springs at the rear and a nicely tuned double wishbone front. The 265/60/18 rubber from Bridgestone adds to the comfortable flow the vehicle has. Yes, it’s a touch floaty over the rear yet even that was easily controlled thanks to the addition of luggage.
On the sweeping curves of the highway south of Narooma, and on the picturesque Snowy Mountains Highway, this extra stability became evident and allowed for more finesse to be applied to the driving style. On downhill runs, a system called Grade Braking comes into play, dropping the gearbox down a ratio or two, and it becomes a fine mix between the foot playing the brake pedal and accelerator.
Handling is predictable, with a well weighted steering set up. Although somewhat vague on centre, it does tighten up considerably and provides good feedback to the driver. It’s not a system that likes being hustled though, preferring the driver to communicate a direction change gently but will begrudgingly accede to a sudden change of direction request. 
Once you’ve had some time behind the wheel, you’ll get a feel for how the system responds to your input and will be able to judge for yourself just how communicative it can be when required. Turning circle is a smaller than expected 12.3 metres. Acceleration is the same. Although there’s more than an abundance of torque, the ratios in the ‘box don’t translate to rapidity off the line, but will give some urge mid range at highway speeds. Ideal for long overtakes on a country road, for example.
Naturally you’ll get Holden’s standard three year/100,000 kilometre warranty, plus lifetime capped servicing, 12 months roadside assist and Holden’s new 24 Hour test service when you’re in the market for a new car such as the Colorado.
At The End Of The Drive.
The Colorado has tough competition in the form of Ranger, Navara, Triton, and Toyota’s seemingly unstoppable HiLux. Looks are well and truly in the eye of the beholder and the 2017 Colorado’s facelift brings it back into play over the previous model, in our opinion. The onboard range of features and tech, the carlike ride quality, and the roomy interior bring the vehicle well and truly into the ring. The Colorado is now a stand-up contender in the family four door ute stakes.
Go here for further information on the 2017 Holden Colorado range
Kia Stinger To Come Down Under & Kia Picanto Gets A Facelift.
A talking point of the North American International Auto Show in Detroit event before the doors have been thrown open, the new Kia Stinger has been confirmed for Australia.
The sleek, powerful rear-wheel drive GT fastback sports sedan is expected to make it into Australian showrooms by the end of the third quarter this year.
“This is a car you cannot help but be excited by,” Kia Motors Australia Chief Operating Officer Damien Meredith said. “It has all the attributes to appeal to the Australian enthusiast: exciting design, a high-tech performance engine and gearbox combination and rear-wheel drive.
“The Stinger is the right car to take Kia, and the brand’s perception, to the next level in Australia. It is the type of car to add desire and excitement to Kia’s core values of style, reliability and value.”
The Stinger will arrive in Australia with the 3.3-litre V6 twin turbo driving the rear wheels through an eight-speed transmission.
While final specifications are still to be settled the Stinger is expected to produce 272kW of power at 6000rpm and an impressive 510Nm of torque from 1300rpm through to 4500rpm. There is an expected 0-100km/h sprint of 5.1 seconds.
“Those are the sort of performance figures which will give the Stinger credibility in any company and add an emotional element to the already compelling practical reasons: 7-year warranty, 7-year capped price service and 7-year roadside assist, for considering a Kia,” Mr Meredith said.
Designed in Kia’s European studio in Frankfurt under the hand of Kia’s head of design Peter Schreyer and developed over extensive testing on the grueling Nurburgring under the watchful eye of KMC’s performance and engineering guru Albert Biermann, the Stinger is an uncompromising rendition of the true gran turismo ethos: nimble and fast, luxurious and quiet, with the perfect balance of ride and handling.
“I think for the Kia brand, the Stinger is like a special event,” Biermann said. “Because nobody expects such a car, not just the way it looks, but also the way it drives. It’s a whole different animal.”To further define the car for Australia, the KMAu ride and handling team will refine the suspension and tuning to ensure Australian buyers are presented with a local tuning package which best suits Australia’s testing roads. 
This news comes on the back of the release of information for the revamped Picanto, Kia’s entrant into the almost micro car class.
Created by Kia’s design centres in Namyang, Korea and Frankfurt, Germany, the new Picanto brings youthful and energetic character to the A-segment. The new model – revealed in Kia’s sports-inspired ‘GT-Line’ specification – conveys a more assertive stance through bolder body lines and subtly sculpted surfaces. A 15 mm-longer wheelbase (2,385 mm to 2,400 mm) also pushes the wheels further out into each corner for a more confident appearance. The Picanto’s colour palette is more vibrant than ever, with a choice of 11 bright paint options designed to make the car stand out.
Inside, Picanto’s suite of high-tech comfort, convenience and safety features is underscored by a modern and refined new cabin design. At the heart of the cabin is a new ‘floating’ touchscreen infotainment system, making the latest in-car technology available to occupants. The Picanto offers greater potential for customer personalisation, with buyers able to choose from a range of colours for trim and upholstery.
Buyers of the all-new Picanto will enjoy smarter packaging efficiency than ever before, with more cabin and cargo space than rivals in the segment. In spite of its extended wheelbase, the Picanto retains its characteristically compact dimensions. With a shorter front overhang and longer rear overhang, the all-new model is the same length (3,595 mm) as the car it replaces.
Kia will reveal the all-new Picanto in public for the first time at the 2017 Geneva International Motor Show in March, and will go on sale in Australia in the second quarter.
(With acknowledgement to Kia Australia for information.)
Speed’s Not Always A Factor: Why Not All Crashes At The Nürburgring Are Serious
Well, happy New Year to all you readers out there! I hope you’ve had a good break away from work and didn’t have any close encounters on the road. It’s a shame that they always spoil holidays by announcing the road toll for the season in just about every news snippet. Guess it’s horrible for the relatives of those involved in the crashes but the rest of us don’t really need to be reminded continually.
They’re fond of telling us that speed was a factor in those crashes. However, thanks to something that I spent time watching with the family online during quiet bits of the holiday period, I’ve come to the conclusion that it’s not just speed per se that causes serious injuries and the like. OK, it is a factor and most of us who did high school physics remember that the forces involved in something travelling at 30 km/h are lower than the forces involved in something travelling at 100 km/h. But there must be other things at play.
What we were watching that told this story was a collection of crash videos from the Nürburgring. This one, for example:
Watching these, you’d think that all the drivers in every single crash would be hurt badly. Knocked out at the very least in some cases (e.g. the little black hatchback in #6 – possibly he/she was). However, at least according to the blurb accompanying the video, nobody was seriously injured, with the worst one being a broken wrist. OK, yes there are deaths and serious injuries at the Nürburgring (these aren’t shown – apparently, the ethics of Nürburgring filmers prohibit posting any crashes that result in death or serious injury). However, all these crashes (and near crashes) happened at reasonably high speeds and didn’t automatically result in horror. Unless you consider the resulting financial and insurance issues to be horror (like the crash involving the Koenigsegg – a car that costs more than my house and the neighbours’ houses put together).
So why aren’t the crashes at the Nürburgring creating as much carnage as all the road safety ads would have us believe? Discussion with my fellow-watchers and a few moments of reflection suggest the following reasons why:
- Cars are built better these days. They have crumple zones to cushion heavy blows, tough impact protection systems and lots of airbags and seatbelts to protect the driver (I doubt anybody goes around the Nürburgring with kiddies in the back seat, so back seat protection probably isn’t a factor).
- Crash barriers are built better these days. Given this sort of footage, the Nürburgring (and similar tracks) go through quite a bit of crash barrier. This means that they have the chance to update to the newest, safest designs, which also involve impact absorption. Your local council doesn’t have the same turnover rate as the Ring and probably has the same barriers that they put up in the 1980s or even earlier thanks to budget reasons. These barriers tend to be a bit less forgiving.
There are no (or very few) head-on crashes at the Nürburgring. It’s head-ons that are the real nasties. At the Ring, everyone’s going in the same direction (at least most of the time). On the road, though, there is that other lane with people coming the other way.
- The Nürburgring has a singular lack of street furniture at tricky corners. Instead, they have nice wide grass berms, rather than lamp posts, parked trucks, planters made of brick or concrete walls. This means that if you do take that corner a little too fast for your car, the conditions and the camber, sending you spinning out beyond what your stability package can handle, there’s nothing for you to collect on the way. What’s more, the camber of the track is at the perfect angle for a high speed around that particular corner. Unfortunately, the same can’t be said of our local roads all of the time – there was one particular corner on a road near where I lived when I was a teenager learning to drive that had negative camber (i.e. it sloped the wrong way for the direction of the turn). Were there heaps of crashes at that corner? You betcha. Have they fixed the problem even after 20+ years? Well, they hadn’t last time I went back there.
- The drivers aren’t distracted. This means that crashes involving more than one vehicle aren’t as frequent. People at the Nürburgring are there to do one thing: drive. They aren’t eating, trying to console a wailing kid in the back seat or texting. At least I hope they’re not texting, though they may be trying to film their lap on their phone.
The video also awoke a sneaky little desire to actually drive the Nürburgring. Not to set or equal any record lap times or anything like that but to say that I did it and survived. I doubt that I ever will – economics and the worry that some idiot would take me out dictate that, so I’ll be sticking to the simulators (a.k.a. motor racing computer games). However, if you’ve ever been lucky enough to have driven the Nürburgring, please share your story with us!
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